Engineer&#39;s valve.



B. S. AIKMAN. ENGINEBR'S VALVE.

APPLICATION FILED AUG. 1, 1910.

1 ,065,65(). Patented June 24, 1913'- 2 SHEETS-SHEET 2.

39a- Ea- 40a 5 .9. 1 10.

c0 LLLL H PLANOGRAPH 00.. WASHINGTON, n. :4

NITED STATES PATENT FFQ,

BURTON S. AIKMAN, OF CHICAGO, ILLINOIS, ASSIGNOR T0 NATIONAL BRAKE & ELEC- TRIO CO., OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

ENGINEER S VALVE.

To all whom it may concern Be it known that I, BURTON S. AIRMAN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Engineers Valves, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to manually controlled valves and is particularly concerned with that type of valve which is used in connection with the braking system of a street car or railroad train. Asis well known, these valves, commonly called engineers valves, are employed in both straight air and automatic braking systems. While the valve of my invention may be adapted to the automatic system, its most practical and advantageous use and the use which I particularly intend it for is in connection with the straight air arrangement. In straight air systems it is common to provide a valve which connects with a reservoir storing compressed air, with the brake cylinder and with the atmosphere, mechanism being provided to connect the brake cylinder either with the reservoir or with the exhaust.

Broadly the object of my invention is to secure improved operation in a simplified device, and to this end I propose various novel features all of which will be described in detail.

It is a fact that it is desirable to control the passage of the effective fluid to a nice degree, that is, to graduate the rush of air so that the motorman or engineer may con trol the brakes on his car or train to just the extent that the circumstances require. This feature of graduating the passage of the air is often termed wire drawing the air and IL is advantageous not only in applying the brakes, when under ordinary circumstances it is desirable to bring the car or train to a stop gradually, but also in releasing the brakes where often it is desirable to bring the car or train to a stop gradually and also in releasing the brakes where often it is desirable to keep the motion of the car or train retarded without entirely stopping it. It has been found, however, that valves which secure this graduating feature cannot be relied upon to absolutely shut off the Specification of Letters Patent.

Application filed August 1, 1910.

Patented June 24:, 1913.

Serial No. 574,773.

passage of air when that action is desirable, and in my copending application, Serial No. 5-fl7,888, filed March 7, 1910, I disclose a structure which includes two valve elements, one adapted to absolutely shut off the passage of air, and the other adapted to graduate the current.

My present invention comprises a single valve element for performing both functions, that of wire drawing the air being secured in an improved manner. Considering the graduating feature alone it is important in my invention that it is secured by means of a sliding or piston valve, and, as will more fully appear in the detailed arrangement as considered, it is this construc tion which warrants terming my device a self-cleaning valve. One of the difficulties which has been experienced in arrangements of this kind is that of the collection of scales from the inside of the pipes of the system at the seat of the usual lift valve, this valve being the type employed since itis the most efiicient so far as absolutely shutting off the rush of air is concerned. Then, in a valve of this type, the valve member is lifted from its seat slightly, there is immediately a considerable rush of air since the annular passage at once afforded aggregates to a considerable area. For solid par ticles, however, the situation is different and the scales carried by the air from the pipes of the system collect upon the valve seat and seriously impair the operation of the device. By my invention, however, this difficulty is entirely obviated and the rush of air is relied upon to keep the valve seat clean and free from these solid particles. I secure this desirable feature by an arrangement wherein the lift valve is opened to a considerable extent before the graduating valve is opened, and since the difliculty of collecting scales is not encountered in the use of sliding valves because the passage for solid particles is about the same as that for a fluid, the scales will rush into and meet with a large passage when they get to the seat of the lift valve and may easily be carried through it and beyond into the brake cylinder or the exhaust where they can do no harm.

Another important feature of my invention is that the usual chamber below the bonnet is not necessarily an air chamber, and the use of a gasket between the relatively movable parts, a very undesirable feature, is therefore entirely avoided. To confine the air to the channels as distinguished from the bonnet chamber, which two elements would otherwise be connected by the openings in which the valve stems operate, I provide a stutling element in the way of a compressible ring, preferably lead, between the members of a two part valve stem so that when the valve is opened, the time when stul'ling is needed, the lead ring will be compressed transversely and expanded radially to secure the desired result. It is also desirable that the valves be given a straight line movement, and to this end I provide an improved arrangement in the way of a rack and pinion mechanism which is not only operative effectively, but is of simple con struction as well. The manner in which the valve members are placed so as to secure easy operation is a further feature of my invention.

My invention is embodied in the device illustrated in the accompanying drawings, in which Figure 1 is a front elevational view of the device; Fig. 2 is a side elevational view thereof; Fig. 3 is a view similar to Fig. 1, except that the central part of the structure is shown in diametrical section; Fig. 4t is a horizontal sectional view taken on the plane of the line %4 of Fig. 3; Fig. 5 is an isolated view of several. of the parts, being approximately a section taken on the line 5-5 of Fig. 3; Fig. 6 is a cross-sectional view taken on the plane of the line 66 of Fig. 3; Fig. 7 is a side elevational view of the sleeve in which the piston valve operates; Fig. 8 is a cross-sectional view taken on the plane of the line 8-5 of Fig. 7 Fig. 9 is an isolated view of part of the two valve stem members, showing the stul'ling ring therebetween, and Fig. 10 is an elevational view of the stuffing ring.

Like reference numerals are applied to the same parts throughout the various figures.

The main casing is illustrated at 11, having eye lugs 11, 11, so that it may be secured in any desired position, and, as best 4 shown in Figs. 3 and 4t is provided with two diametrically opposite circular sockets, which provide for the valve chambers and which are closed by means of the screw caps 12, 12. One of these sockets is supplemented by a circular chamber 13, best shown in Fig. 6, while the other is supplemented by a similar chamber 14. The socket associated with the chamber 13 is connected with a substantially concentric chamber 15 by means of an opening 16, in which a bushing 17, which forms a valve seat, is disposed. The other socket is connected with a substantially concentric chamber 18 by means of a similar opening 16 in which a similar bushing 1'? is disposed to form a valve seat. In each of the sockets a sleeve 19 is fitted, this sleeve being shown in detail in Figs. and 8. It will be seen that the openings 20, 20 therein lead into either the chamber 13 or the chamber 14, as the case may be. The walls which close the chambers 15 and 18 are each provided with a bore in axial alinement with the sleeves 19 in which bore a bushing 21. is fitted and it is in these bushings that the two part valve stems 22, 22 are disposed to operate. The construction of these valve stems will be referred to later in detail. The valve stem associated with the chambers 13 and 15 is provided with a reduced end which screws into the valve member 23, while the valve stem which is associated with the chambers 1st and 18 is provided with a reduced end which screws into the valve member 24;, these valve members operating as pistons in the sleeves 19, 19, as clearly shown in Figs. 3 and 4. Each of these valves is provided with a layer 25 of compressible seating material and held against the bushing 17 by means of the helical spring 26 disposed between the valve member and a pocket 27 in the associated cap 12. It will be seen from the drawings that the openings 20, 20 in the sleeves 19, 19 are so disposed longitudinally that they are closed by the valve members 23 and 2% when these valve members are seated upon the bushings 1T, 17. It is further clear from the drawings that either of the valve members can be lifted from its seat to a considerable extent before the openings 20, 20 are opened, this being the feature which secures the self-cleaning of the valve, hereinbefore referred to, which will be taken up more in de ail hereinafter.

The casing 11 is provided with the pipe studs 28 and 29, the former being adapted to be connected by means of piping 30 and coupling 31 with the brake cylinder and the latter being adapted to be connected with the reservoir by means of the pipe 32 and coupling The pipe 28 is connected with the chamber 13 by means of the channel 34 and with the chamber 18 by means of the channel The pipe 29 is connected with the chamber 14: by means of the channel 36. The chamber 15 is connected, by means of the channel 37 with the exhaust pipe 38.

The central chamber 39, which may con veniently be termed the action chamber is closed by means of the bonnet a0, a gasket 40 intervening, held in place by means of the bolts 39. This bonnet has a central. bore in which a bushing 41 is disposed, this bushing forming the channel for the spindle t2, the upper end of which is formed for the re ception of a handle il-3, and is protected by a cap at, which incidentally is provided with notches L5 on the disk portion thereof for coiiperation with the spring pressed pin 46 in the handle 13, this being a convenient arrangement for determining the stopping points of the handle. The spindle 42 is set in the bonnet 40 in some suitable manner, and at its lower end is provided with a pinion member 47, best shown in Fig. 5, the teeth of which mesh with the teeth 48, 48, forming a rack upon the inside of one of the upwardly extending members of the channel piece 49, this channel piece being set upon the depending guides 50, 50, preferably integral with the bonnet 40. These guides are formed so that they may extend into the chamber 39, as shown in Fig. 3, and provide for the guidance of the channel piece 49 in its side to side reciprocation, as will be pointed out. The movement of the valve spindle in the direction of the arrow A, Fig. 5, will secure the movement of the channel piece 49 to the right, while movement of the spindle in the opposite direction will result in the movement of the channel piece to the left. The channel piece is provided on its under side with a depending lug 51 which is in alinement with the protruding ends of the valve stems 22, 22, as shown in Fig. 5. The lug 51 merely abuts against one valve stem or the other, depending upon the direction in which the spindle is turned, and it is evident that such movement will result in corresponding movement of that particular valve stem. It will be noted that the valve stems are in two parts, as best illustrated in Fig. 9, and between these parts a ring 52, of lead or some other suitable material, is disposed. It will be noted that the adjacent ends of the stem members are slightly conical and that the cross-section of the ring 52 is conformed in this respect. lVhen the spindle 42 is turned, say, to the right, the channel piece 49 will move to the right, and the motion will be transmitted to the valve 24, this action compressing the associated lead ring 52 transversely so as to expand it radially to take up wear and to cause a packing in the bushing 21. The utility of this arrangement will hereafter appear. The spindle 42 is provided with a central partial bore at its lower end in which a pin 53 is disposed, this pin having a conical point adapted to rest in one of the pockets 54, 54. A spring 55 may be provided to hold the pin 53 in one of the pockets more or less obstinately. This arrangement provides for locking the channel piece against the action of the springs 26.

It will be seen that the valve 23 controls the connection between the chamber 15 and 13 and consequently between the brake cylinder and the exhaust, while the valve 24 controls the connection between the chambers 14 and 18 and consequently between the reservoir and the brake cylinder. As best shown in Fig. 3, each of the sleeves 19 is provided with a notch'55 which connects with the equalizing passage 56 extending from the sleeve and communicating with the inside of said sleeve at the back of the valve. The notch 55 provides for connection between the equalizing passage and the chamber 15 or 18, whichever the case may be. The utility of this arrangement will be set forth hereinafter.

The operation of my device is as follows: As before stated, the pipe 30 leads to the brake cylinder, and it is evident that when the brakes are to be set this pipe must be connected with the reservoir, and when the brakes are to be released it must be connected with the exhaust. Thus the pipe 30 connects with the chambers 13 and 18, the passage to the exhaust being controlled by the valve 23, and the connection with the reservoir being controlled by the valve 24.

By reference to Fig. 3, it will be seen that the valves 23 and 24 are of such thickness and are so disposed that, while they substantially close the openings 20, 20, in the sleeve, there is an opportunity for leakage between the chamber 13 or the chamber 14, whichever the case may be, to the space in back of the valve. WVhen it is desired to open either of the valves, the initial opening movement operates against this back pressure so that a positive and not merely an incidental movement of the handle is necessary to open the valve. As soon as the valve has been opened, however slightly; the air collected in the back of the valve rush through the equalizing passage 56, through the notch 55, and into the chamber, 15 or 18, whichever the case may be. This balances the valve, and the further movement thereof is free and easy. These equalizing passages and leakages are, of course, so restricted as to be insignificant when the main rush of air is considered When it is desired to set the brakes, the handle is turned toward the right, thus rotating the opening member 47 in the direction of the arrow A and consequently moving the channel piece 49 toward the right (Fig. The lug 51 on the channel piece then abuts against the stem 22 of the valve 24, and, before opening the valve, compresses the lead ring 52 to take up wear and prevent any leakage from the chamber 18, between the bushing 21 and the stem 22, into the chamber beneath the bonnet 40. It will be noted that the valve 24 is lifted from the seat 17 a considerable distance before the apertures 20, 20 are open. The engagement of the valve 24 on the seat 17 positively prevents the passage of the air, and it is evident that after the valve has thus been lifted, the passage of the fluid is controlled alone at the openings 20, 20. The sliding valve action graduates the passage of the air and the apertures 20, 20, are elongated so that the graduation may be all the more efiective. As before pointed out, the scales which might be picked up from the system tubes will not collect at the seat of such a sliding valve and after once passing that valve, it is clear that their passage will not be interfered with by the lift valve arrangement. This is, of course, desirable since it enables the engineer or motorman to apply the brakes gradually, it being clear that he may throw the valve wide open. instantly in the case of an emergency. In again returning the handle to the normal position, the valve reseats upon the bushing 17 to positively prevent the flow of air. In the further movement of the handle to the left as when the motorman or engineer desires to release the brakes, the same valve action, as has been described relative to the valve 2%, takes place at the valve 523. Since this effective graduation is here also possible, the motorman or engineer is enabled to release the brakes very slightly, should he so desire, as in the case where the wheels of the car or train should be kept retarded but not stopped. Here also the valve is eliectively balanced after it is once opened and here also the motorman or engineer can throw the valve wide open immediately to secure a sudden release. The graduating features are advantageous also in that there is a great saving of air.

I claim as new and desire to secure by Letters Patent:

1. In an engineers valve, a casing having a socket, a sleeve fitting in said casing, an air chamber at one end of said sleeve, an air chamber around part of the periphery of said sleeve, said sleeve having peripheral openings leading into the latter air chamher, a piston sliding in said sleeve, and a valve seat at the end of said cylinder near said first-named chamber, said piston being arranged. to seat upon said valve seat and to slide past the openings in said sleeve.

2. In an engineers valve, a casing, guides carried by said casing, a channel piece reciprocating in said guides, a stem mounted in the casing, a pinion mounted on said stem engaging with teeth on said channel piece, a valve. and mechanical connection between said valve and said channel piece.

In an engineers valve, a casing, guides carried by said casing, a channel piece reciprocating in said guides, a stem mounted in the casing, a pinion mounted on said stem engaging with teeth on said channel piece, a valve, and a stem extending from said valve and arranged for engagement by said channel piece.

4. In an engineers valve, an air chamber, an action chamber, a valve controlling the passage of air to and from said air chamber, a valve stem extending from said air chamher to said action chamber, said valve stem being in two. parts, and a compressible member between the parts of said valve stem for forming a packing in the stem journal when longitudinal motion is imparted to said stem.

5. In an enginee-rs valve, a valve member, a two part stem for said valve member, sald stem being mounted in a journal and a lead ring disposed between the parts of said stem, said ring being adapted to be compressed transversely and expanded radially when longitudinal motion is imparted to said stem.

(5. In an engineers valve, a valve member,

a journal, a two part valve stem extending from said valve member and mounted in said journal, the adjacent ends of said two parts being conical, and a ring fitting between said conical ends and being compressible so as to form a packing in the journal when longitudinal motion is imparted to said stem.

7. In an engineers valve, a cylinder, a piston valve member operating in said eylinder, and an equalizing passage between the front and back of said cylinder, said equalizing passage becoming efl'ective immediately upon the opening of said valve but bemg otherwise ineffective.

8. In an engineers valve, a cylinder, having a peripheral opening leadinginto an air chamber, a valve operating in said cylinder, a secondary chamber at the end of said cylinder, said valve controlling the connection between said air chambers, said valve being disposed at rest in said cylinder in such position that there will be a leakage between said first-named chamber and the back of said valve through said peripheral opening.

9. In an engineers valve, a cylinder having a peripheral opening leading into an air chamber, a valve operating in said cylinder, a secondary chamber at the end of said cylinder, said valve controlling the connection between said air chambers, said valve being disposed at rest in said cylinder in such position thatthere will be a leakage between said first-named chamber and the back of said valve through said peripheral opening, and an equalizing passage between the back and front of said piston valve.

10. In an engineers valve, a cylinder having a peripheral opening leading into an air chamber, a valve operating in said cylinder, a secondary chamber at the end of said cylinder, said valve controlling the connection between said air chambers, said valve being disposed at rest in said cylinder in such po sition that there will be a leakage between said first-named chamber and the back of said valve through said peripheral opening, and an equalizing passage between the back and front of said piston valve, said equalizin passage being effective immediately upon the opening of said valve, but being other wise inetl ective.

11. In an engineers valve, a casing having an action chamber, a pocket covering said casing, guides depending from said pocket into said casing, a channel piece reciprocating in said guides, a stem mounted in said pocket, a pinion mounted on said stem engaging with teeth on said channel piece, a valve, and a stem extending from said valve and arranged for engagement by said channel piece.

12. In an engineers valve, a casing having an action chamber, a pocket covering said casing, guides depending from said pocket into said casing, a channel piece reciprocating in said guides, a stem mounted in said pocket, a plnion mounted on said stem engaging with teeth on said channel piece, a valve, and a stem extending from said valve and arranged for engagement by said channel piece, and a spring pressed pin in said spindle arranged for engagement in pockets in said channel piece to determine the stopping points.

13. In an engineers valve, an air chamber, an action chamber, a valve controlling the passage of air to and from said air chamber, a valve stem extending from said air chamber to said action chamber, said valve stem being in two parts, and means between the parts of said valve stem for forming a packing in the stem journal when longitudinal motion is imparted to said stem.

14. In an engineers valve, a valve member, a journal, a two part valve stem extending from said valve member and mounted in said journal, the adjacent ends of said two parts being conical, and a compressible device between said conical ends arranged so as to form a packing in the journal when longitudinal motion is imparted to said stem.

In witness whereof, I hereunto subscribe my name this 23rd day of July, 1910.

BURTON S. AIKMAN. -Witnesses:

ARTHUR H. BOETTCHER, ALBERT G. MOCALEB.

Copies of this patent may be obtained. for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

